Railway braking apparatus



Dec. 26, 1939. BONE 2,184,871

RAILWAY BRAKING APPARATUS Filed May 5, 1939 3 Sheets-Sheet l INVENTOR v He be .fione. v

HIS ATTORNEY H. L. BONE RAILWAY BRAKING APPARATUS Dec. 26 1939.

3 Sheets-Sheet 2 Filed May 5, 1939 INVENTOR HePbeP 0126.

. 9 fi w m wmi Y a Q m & R m R Mw D n R .fi fl E Hr J Mm v w w & 2 mm @W w v w Yaw HIS ATITORNEY Dec. 26, 1 939.

H. L. BONE 2,184,871

RAILWAY BRAKING APPARATUS Filed May 5, 1939 3 Sheets-Sheet 5 INVENTOR b ez be Lfione.

HIS ATTORNEY Patented Dec. 26, 1939 UNITE TTS FFiCE RAILWAY BRAKING APPARATUS Application May 5, 1939, Serial No. 271,895

14 Claims.

My invention relates to railway braking apparatus, and particularly to apparatus of the type comprising braking bars located in the trackway and arranged to be moved at times into engagement with the wheels of a railway car.

One object of my invention is to improve the railway braking apparatus described in my prior Patents Nos. 1,812,191 and 1,868,517 granted to me respectively on June 30, 1931 and on July 26, 1932.

I shall describe one form of apparatus embodying my invention, and shall then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a top plan view showing one form of braking apparatus embodying my invention with some of the parts broken away to illustrate the construction. Fig. 2 is a view partly in elevation and partly in section, along the line 11-11 of Fig. 1. Figs. 3, 4, 5 and 6 are sectional views taken respectively on the lines IIIIII, IV--IV, VV, and V'1VI, of Fig. 1.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Figs. 1, 2 and 3, the reference characters I and to designate the track rails of a stretch of railway track, supported by the usual crossties 3, and over which trafiic normally moves in the direction indicated by the arrow. Extending parallel with rail I are two pairs of trunnion supports, one pair 4 and 5 being disposed in superposed parallel spaced relation on one side of the rail, and the other pair (i and i being disposed in superposed parallel spaced relation 35 on the other side of the track rail, as best seen in Fig. 3. The two pairs of trunnion supports are connected together at intervals by means of yokes, each designated by the reference character 8, and each extending transversely beneath 40 the track rails and having one end interposed between the trunnion supports i and 5 and the other end between the trunnion supports 6 and l. The trunnion supports are securely fastened to the yoke by means of suitable bolts or rivets, and it will be seen therefore that the four trunnion supports 5, t and I, together with the yokes 8 form a cradle for supporting the braking apparatus. In a similar manner, rail to is provided with a cradle made up of four trunnion supports 4a, 5a, 5a and la, and a plurality of yokes 8a.

Slidably supported on the yokes 8 between the trunnion supports t and 5 and the rail 1 is a braln'ng bar B, and slidably supported on the 55v yokes 8 between the trunnion supports 3 and "i and the rail I is a braking bar C. In a similar manner a braking bar Ba is slidably supported on the yokes to between the trunnion supports to and 5a, and the rail la, and a braking bar Ca is slidably supported on the yokes to between the trunnion supports 6a and la and the rail. la. Each of these braking bars is made up of a plurality of beam sections 9, and each beam section is provided with the usual wheel engaging brake shoes [0.

As best seen in Figs. 1, 2 and 3, each brake beam section 9 rests directly on two of the associated yokes 8 or 8a., and is provided on each side of each yoke with a downwardly extending projection H. Secured to the two projections ll disposed on the opposite sides of each yoke, as by cap screws i2, is a hold-down bar 13 which extends intermediate its ends through a suitable opening 14 in the yoke. The cap screws i2 preferably have their heads countersunk into the top flanges of the beam section, and are threaded at their lower ends into the associated hold-down bar.

A wearing plate l5 (Fig. 3) is fastened to each yoke 8 or 8a at the upper part of each opening 14 by means of suitable screws or bolts, and these wearing plates are so arranged that when the brake shoe of a brake beam section is engaging a car wheel, the hold-down bars will engage the wearing plates, thereby preventing vertical displacement of the braking bars. It is desirable, however, to permit a slight amount of tipping of the beam sections during engagement of the brake shoes with the car wheels in order that the braking bars may engage the car wheels at a higher point, and therefore a more effective point, than would be the case if this tipping did not take place, and, in order to permit this tip-. ping, a slight amount of clearance is provided between the hold-down bars and the wearing plates the amount of this clearance accurately determining the amount of tipping of the braking bars, as will be apparent from an inspection of the drawings. One advantage of this method of preventing vertical displacement of the braking bars is that the wearing plates and hold-down bars are easily accessible when the braking bars are moved away from the track rails, so that when these parts become worn out, they may be quickla-5a or 6a-1a, as the case may be, and is operatively connected with the associated beam section by means of a resilient link E, the outer end of which is adjustably mounted in the trunnion, and the inner end of which is provided with an upstanding post [5 which enters a hole I! in the adjacent beam section. The inner end of each link is held in the proper position for the post 16 to cooperate with the hole 5'! by means of an extension l3a or 131) provided on one end or the other of an adjacent one of the holddown bars l3, it being noted that one hold-down bar l3 associated with each beam section is only provided with one extension i311 since there is only one resilient link disposed adjacent this bar, whereas the other bar associated with each beam section is provided with two extensions [3a and I3!) at its opposite ends since a link is disposed adjacent each end of this bar. The trunnions D and resilient links E may have any suitable form. and may for example, be similar to the trunnions D and links E described and claimed in my prior Patent No. 1,812,191 referred to hereinbefore. Certain ones of the trunnions D and links E have been omitted from Fig. 1 to simplify the drawing.

The links E associated with the beam sections 9 of the two outside braking bars B and Ba are disposed at acute angles with the rails l and la in such manner that these beam sections will be moved toward or away from the associated rails into braking or non-braking positions according as these sections are moved toward the left or toward the right as viewed in Fig. 1, while the links E associated with the beam sections of the two inside braking bars C and Ca are disposed at acute angles with the rails I and la in such manner that these latter beam sections will be moved toward or away from the associated rails into braking or non-braking positions according as these sections are moved toward the right or toward the left, as viewed in Fig. 1. The construction of the links E is such that when a beam section is moved toward the rail to its braking position and is engaging a car wheel, thereby causing the springs of the links which are connected with such beam section to become compressed, the beam section will tip upwardly an amount which is permitted by the previously described clearance between the wearing plates I5 and the hold-down bars 13.

It is desirable for a purpose which will appear presently to connect the ends of the brake beam sections of each brake beam together by suitable articulated connections in such manner that movement, in directions parallel to the rail l, of any one of these sections will cause corresponding movement of all of the sections of the associated braking bar, and for this purpose each beam section is provided at one end, preferably the entering end, with an integral web 18 (see Fig. 4) having an integral upstanding circular pin or post 18a which enters a circular recess or socket 19 formed in the adjoining end of the adjacent beam section. With this articulated connection, it will be apparent that if any one of the beam sections 9 of any one of the braking bars is moved longitudinally in either direction, all of the beam sections of the associated braking bar will be moved longitudinally in the same direction, and will also simultaneously be moved toward or away from the associated rail depending upon the direction of such movement. Furthermore, it will also be apparent that when the braking bars are in their closed positions, and a car wheel is about to pass from a given beam section to the beam section next in advance, the entering end of the beam section next in advance will not only be forced away from the rail the same distance as the leaving end of the given section, but will also be tipped or raised approximately the same amount as the given beam section is raised by engagement with the car wheel. As a result, when the car wheels pass from one beam section to the next, there is no shock either to the car Wheels or to the braking apparatus, so that a more effective braking action takes place, and the life of the apparatus is greatly lengthened due to the decreased strains.

The two inside braking bars C and Ca are arranged to be moved in directions parallel to the track rails to effect their movement to their braking and non-braking positions through the medium of a driving lever 29 and a driving yoke 2!. The driving lever 20 extends transversely of the retarder below the rail 1 and the associated trunnion supports 5 and '5 between two of the ties 3 adjacent one of the yokes 8, and is pivotally mounted intermediate its ends on a pin 24 (see Figs. 1 and 3) mounted respectively in aligned openings formed in the adjacent yoke 8 and in a tiebar 25 bolted to the underside of the ties 3. The pin 24 is prevented from dropping down by means of a shoulder 241a formed on its upper end, and is prevented from raising by means of a cotter pin 24b disposed below the tiebar 25.

The driving yoke 2! is provided wtih two transversely extending arms 2m and Zlb and with a longitudinally extending arm 21c, and is slidably supported for movement in directions parallel to the rails i and la by means of a supporting bar 26 (Figs. 1 and 5) which is bolted to the upper side of the yoke adjacent the junction of the arms, and which is provided at its opposite ends with ears 25a which overlie the lower trunnion supports 1 and la. The two transversely extending arms Zia and 21b of the yoke 2| are each provided at their outer ends with an upstanding post or projection Zld (see Fig. 5), and these posts extend into sockets formed respectively by the confronting ends of two of the beam sections 9 of the braking bar C, and the confronting ends of two of the beam sections 9 of the braking bar Ca, whereby the yoke 2| is operatively connected with each of the braking bars C and Ca. The sockets into which the projections Zld extend are not shown in the drawings, but are similar to the socket 21 shown at the right-hand end of Fig. 4. The longitudinally extending arm 2H0 of the yoke 2| is connected with the inner end of the driving lever 2G by means of a pin 28. It will be seen, therefore, that rotation of driving lever 12% about the pivot pin 24% will cause the driving yoke 21 to move lengthwise of the retarder in one direction or the other depending upon whether the lever is rotated in a counterclockwise or a clockwise direction, and that when the yoke is moved toward the left, the pins 2ld will engage the sockets at their lefthand sides, and will thereby move the braking bars C and Ca toward their non-braking positions, whereas, when the driving yoke 21 is moved toward the right as viewed in Fig. 1, the pins 2111 will then engage the sockets at their right-hand sides and will thereby move the braking bars C and Ca toward their braking positions in which they are shown in the drawings.

The two outside braking bars 13 and Ba are likewise arranged to be moved in directions parallel to the track rails to effect their movement to their braking and non-braking positions through the medium of a driving lever 30 similar to the driving lever 20 and a driving yoke 3| similar to the driving yoke 21. The lever 38 is pivotally supported intermediate its ends on a pin 3 and is operatively connected at its inner end with a longitudinally extending arm 31c of the yoke iii. The yoke 35 is slidably supported from the trunnion supports 1 and la by means of a supporting bar 36 in the same manner that the yoke 2! is supported from the trunnion supports 1 and la by the bar 26, and its transversely extending arms 3la and Bib are each provided with an upstanding post or projection 3ld, which post or projection extends into sockets 21 formed respectively by the confronting ends of two of she adjacent beam sections 9 of the braking bar B, and the confronting ends of two of the adjacent beam sections 9 of the braking bar Ba. It will be seen, therefore, that rotation of this latter driving lever about the pivot pin 34 will cause the yoke 3! to move toward the left or the right depending upon whether the driving lever is rotated in a counterclockwise or a clockwise direction, and that when this yoke is moved tothe left, the braking bars B and Ba will be moved toward their braking positions, whereas when this yoke is moved toward the right, the braking bars B and Ba will be moved toward their non-braking positions.

The reference character M designates a fluid pressure motor for operating the two levers 2i and 3!. As here shown, this motor comprises a cylinder containing a reciprocable piston it which drives a piston rod 12. The cylinder it is secured at its rear end to the outer end of a supporting arm as (see Figs. 1 and 6). the inner end of which extends underneath the braking apparatus and is pivo-tally attached to the lower "Usnion plate l by means of a pivot pin M. intermediate its ends, the supporting arm 43 is rovided with a lug 45 which rests on top of the trunnion plate 5 in a manner to slidably support the lever for swinging movement through limited distance about the pivot pin 44. The distance that the supporting is perm tted to swing is limited by means of a centering or equalizing unit F which is indirectly secured at s rear end to the trunnion plates t and 5, and which is operatively connected at its forward with the arm 43 The equalizing unit F may have any desired construction, but as here shown it is identical in all respects with the unit E described and claimed previously referred to prior Patent No. 1,312,191. Since this unit similar to the unit E described in my prior patent, it is sufficient for purposes of my present disclosure to point out that this unit includes suitable spring means which yieldably resists movement of the supporting arm in either direction from the position shown. The function of the unit E will be pointed out more fully hereinafter.

The cylinder 40 is supported at its forward by means of two rods 16 2nd l! which pass hrough lugsformed integrally with the front cylinder head, and serve as part of the means for securing the rear end of the cylinder to the supporting arm T3. The free ends of the rods 4% and ll are secured to the outer end of a fulcrum. arm ts, the inner end of wh ch is pivotally attached, by means of a pivot pin 59, to the lower trunnion plate l in the same manner that the inner end of the supporting arm 43 is securedv to the trunnion plate 1. Furthermore, the fuicrum arm 49 is supported intermediate its ends by the lower trunnion plate 5 in a manner similar to the lever 53, this supporting means not being shown in the drawings.

The piston rod 42 of motor M is adjustably connected by means of a link 5| with a lever 52 which is pivoted at 53 to the fulcrum. arm $9. One end of lever 52 is connected through an ad- J'ustable link 54, with the outer end of the driving lever 26, and the other end of lever 52 is connected through an adjustable link with the outer end of the driving lever 36. It will be seen, therefore, that the links 5 1 and 55 and the lever 52 form a floating toggle by means of which the levers Eli and 3% may be swung in opposite directions when the piston ll is operated, thereby causing the braking bars to be simultaneously moved to their braking or non-braking positions according as the piston is moved to its projected position in which it is shown in the drawings or to its retracted position.

The for controlling the supply of fluid pressure to the motor M to effect movement of the piston ll between its projected and retracted positions form no part of my present invention and may, for example, be similar to that shown in my previously referred to prior Patent No. 1,812,191.

It should be noted that the supporting' structure for the motor and floating toggle lever form parallelogram of which the supporting arm 43 nd fulcrum arm 49 form two opposite sides, hile rods t6 and 41 and bottom trunnion plate '1' form the other two opposite sides This suporting linkage makes it possible for the motor and floating toggle mechanism to shift a slight amount lengthwise of the retarder. The motor and floating toggle mechanism are restrained. from sh fting lengthwise, however, by the resistance offered by the unit F. Due to the nature of the bolted connection between the rods 45 and ll and the floating toggle lever 52, a certain amount of deflection and consequent spread set up in rods 46 and ll, but the amount which the assembly shifts (approximately two inches in either direction) is not sufficient to make the deflection and consequent stress objectionable.

When air is admitted to motor M to move the braking bars to their braking positions, there is no unbalanced forces tending to move the motor lengthwise of the retarder. This operation of the motor results in relative motion between the floating toggle lever 52 and the floating fulcrum arm 69. which action is somewhat similar to that which occurs in the operation of an ordinary, pair of scissors. In other words, the mounting provided is such that the forces set up by admission of air to the cylinder are balanced, and the whole motor assembly is forced to shift lengthwise of the retarder against the relatively weak res training force of the unit F, so to come to a position in which the forces exerted in the main driving tively. are equal.

With the floating lever 52 constructed as shown .in the drawings, the two arms which are connected levers 2i! and as through links 54 and 55, respecresult may be accomplished by making the arm which connects with the link 55 longer than the remaining arm.

The purpose of the unit F is to center the mechanism properly with the retarder in its open position, and also in its closed position prior to the entrance of a car into the retarder, but still allow the mechanism to shift, so that when a car enters the retarder, the forces exerted on the Wheels by the inside and outside brake beams will become equalized.

It will be obvious that when the braking bars are in their braking positions, and a car passes through the retarder, the brake shoes H3 will frictionally engage the wheels of a car, and thereby will retard the speed of the car.

It should be pointed out that the cylinder and floating toggle assembly can be easily removed from the retarder by removing pin 58 which fastens the fulcrum arm 49 to the trunnion plate 1, pin ti -i which fastens the supporting arm 53 to the bottom trunnion plate 5, and the pins which connect the driving arms 20 and 39 with the links 5 and 55.

The driving lever 20 can easily be removed mm the retarder by removing pins 24 and 28 together with the pin which connects the lever with the link 54, and then sliding the lever out from underneath the retarder.

The driving lever 38 may likewise be readily removed from the retarder in a similar manner.

To remove the inside driving yoke 2i, supporting bar 26 is unbolted and removed, and pin 28 is then removed. An excavation must next be made in the ballast between the ties directly below the arms 21a and 2 lb, whereupon the yoke can be removed by swinging arm 210 to a vertical position and then dropping the whole lever into the excavation and sliding it sidewise out from under the retarder.

The outside driving yoke 3! may be removed in a similar manner.

The arrangement of the driving levers 20 and 3 2 is such that the forces acting on, say, the two inside brake beams is equal, provided the adjustment of the retarder is such that the lever supporting bar 25 is not in sidewise engagement with ti e bottom trunnion plates 7 and la. Under all normal conditions of adjustment the foregoing will be the case, the main purpose of the guiding in the sidewise direction being to insure that the two lines of brake beams composing the inside brake beams both move the same amounts and also the two lines of brake beams composing the outside brake beams both move the same amounts. This does not necessarily mean that the movement of the outside and inside brake beams will be the same. If this guiding were not provided, it is conceivable that, should binding conditions develop which would tend to bind one line of brake beams, this line of brake beams would not move at all and the other line would move twice its normal amount.

Sufiicient clearance is provided between the bars 25 and 36 which support the two driving yokes 2i and 3|, and the trunnion plates l" and la to take care of a certain amount of misalignment between the two brake beams which are connected with each of these yokes.

Since, as stated in the foregoing, the driving forces exerted on the driving levers 2Q and 30 at their outer ends are equal, and since the forces exerted at the points of engagement of the posts 2 id with the sockets formed by the inside brake beams C and Ca, and at the points of engagement of the posts Cild with the socket 21 of the outside brake beams are therefore equal, it will be seen that the driving forces on all four brake beams are equalized.

When it is desired to remove a brake beam, the retarder should first be moved to its closed position. The brake beam hold-down bars l3 attached to the beam in question should then be removed by removing brake beam hold-down bolts I2, and the brake beam hold-down bars !3 on the beam adjacent to the pin end of the beam to be removed should be loosened enough so that such adjacent beam may be raised sufficiently to disengage the pin from the socket. The beam to be removed may then be lifted vertically at its socket end and slid away from the rail at its pin end enough to disengage the pin, from which position it can then be raised vertically and removed from the retarder.

One advantage of a car retarder constructed in accordance with my present invention over car retarders constructed in the manner shown in my prior patents is that less parts are required, and the cost of the retarder is therefore greatly decreased.

Another advantage of a car retarder embodying my present invention over those shown in my prior patents is that the parts are more accessible, and may be more readily removed from the retarder to permit replacement when these parts become worn.

Although I have herein shown and described only one form of car retarder embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway braking apparatus comprising a fixed yoke extending transversely beneath a track rail and provided with an opening, a brake beam supported by said yoke and movable parallel with and transversely with respect to said track rail, a trunnion pivotally supported in the trackway opposite said brake beam and connected by means of a link with said brake beam in such manner that movements of said brake beam in directions parallel with the rail will cause said beam to move toward and away from the rail, said link being connected at its inner end with said beam by means of an upstanding post which enters a hole in the brake beam, and a hold-down bar extending through the opening in said yoke and secured to said brake beam for limiting vertical displacement of said brake beam, said hold-down bar being provided at one end with an extension which cooperates with said link to maintain said post in said hole.

2. Railway braking apparatus comprising a fixed yoke extending transversely beneath a track rail and provided with an opening, a brake beam slidably supported on said yoke for movement parallel with and transversely with respect to said rail, two spaced trunnions pivotally supported in the trackway adjacent said beam and each connected by means of a resilient link with said beam in such manner that movement of said beam in directions parallel to said rail will move it toward the rail, each said link being provided at one end with an upstanding post which enters a hole provided in said brake beam' to operatively connect the link with said brake.

beam, and a hold-down bar secured to said beam and extending through said opening for limiting vertical displacement of said brake beam, said hold-down bar being provided at each end with an extension which cooperates with said one end of a difierent one of said links to maintain the associated post in the associated hole.

3. Railway braking apparatus comprising a plurality of fixed yokes extending transversely beneath a track rail and each provided with an opening, a brake beam slidably supported on said yokes for movement in directions parallel to and toward and away from said track rail, a plurality of hold-down bars one extending through the opening in each yoke andeach secured to said brake beam for limiting the amount of vertical displacement of said brake beam, a plurality of trunnions pivotally supported in the trackway adjacent said brake beam, a plurality of resilient links one adjustably secured at one end to each of said trunnions and each resting at its opposite ends on one of said hold-down bars and provided with an upstanding post which enters a hole provided in said brake beam.

4. Railway braking apparatus comprising two braking bars extending parallel with the two track railsof a stretch of railway track at one side of the rails, each said braking bar comprising a plurality of aligned beam sections slidably supported for movements in directions parallel to and toward and away from the associated rail, the beam sections of each said braking bar being connected together at their contiguous ends by articulated connections in such manner that movement of any section in directions parallel to the rail will cause corresponding movement of all of the sections, means connected with said beam sections for causing them to move toward and away from the associated rail in response to movement in directions parallel to the rail, and means for moving the braking bars in directions parallel to the rail comprising a driving yoke slidably supported in the trackway for movement in directions parallel to the track rail and means for connecting the yoke with at least one beam section of each braking bar.

5. Railway braking apparatus comprising two braking bars extending parallel with the two track rails of a stretch of railway'track at one side of the rails, each said braking bar comprising a plurality of aligned beam sections slidably supported for movements in directions parallel to and toward and away from the associated rail, the beam sections of each said braking bar being connected together at their contiguous ends by articulated connections in such manner that movement of any section in directions parallel to the rail will cause corresponding movement of all of the sections and two of the adjacent beam sections of each braking bar hav-- ing a socket formed between them by means of their contiguous ends, means connected with each beam section for causing it to move toward and away from the associated rail in response to movements in directions parallel to the rail, and a yoke slidably supported in the trackway for movement in directions parallel to the rail, said yoke being provided with two arms each having an upstanding post which enters a different one of said sockets, whereby movement of said yoke in directions parallel to the rail will cause said braking bars to move toward and away from the rails to braking and non-braking positions.

6. Railway braking apparatus comprising two braking bars each extending parallel with a different track rail and each movable toward and away from the associated rail as well as in directions parallel to the rail, a yoke slidably supported in the trackway for movement in directions parallel to the rail and provided with two arms one of which is operatively connected with each brake beam for moving it in directions parallel to the rail, means for moving said yoke, and means connected with each braking bar for moving it toward the rail when the bar is moved in one direction and away from the rail when the beam is moved in the opposite direction.

7. Railway braking apparatus comprising two trunnion supports extending parallel with the two track rails of a stretch of railway track between the rails and resting on the usual crossties, two braking bars extending parallel with the rails between the rails and-slidably supported for movements in directions parallel with the rails, each said braking bar being connected with resilient means for moving it toward an associated one of said rails in response to movement in one direction parallel to the rails, a yoke slidably supported for movement in directions parallel to the rails by means of a supporting bar attached thereto and provided at its opposite ends with ears which overlie said trunnion supports, said yoke being provided with two laterally extending arms one of which is operatively connected with each braking bar, and means for moving said yoke in directions parallel to the rails to cause corresponding movement of said braking bars.

8. Railway braking apparatus comprising two trunnion supports extending parallel with the two track rails of a stretch of railway track between the rails and resting on the usual crossties, two braking bars extending parallel with the rails at the outer sides of the rails and slidably'supported for movements in directions parallel with the rails, each said braking bar being connected with" resilient means for moving it toward an associated one of said rails in response to movement in one direction parallel to the rails, a yoke slidably supported for movement in directions parallel to the rails by means of a supporting bar secured to its upper side, said bar being provided at its opposite ends with cars which overlie said trunnion supports and said yoke being provided with two laterally extending arms one of which is operatively connected with each braking bar, and means for moving said yoke in directions parallel to the rails to cause corresponding movement of said braking bars.

9. Railway braking apparatus comprising two vertically spaced parallel trunnion supports dis-' posed on each side of the two rails of a railway ated rail and has one end disposed between and secured to the two supports on one side of the rail and the other end disposed between and secured to the two supports on the other side of the rail,

a braking bar slidably supported on said yokes on each side of each rail for movement toward and away from and in directions parallel to the associated rail, trunnions mounted in said trunnion supports and operatively connected with the contiguous braking bar by means of resilient links in such manner that movement of the braking bars in directions parallel to the rails will cause movement ofthe bars toward and away from the rails, two driving yokes slidably supported by the two lower trunnion supports disposed between the rails for movements in directions parallel to the rails, the one said driving yoke being operatively connected with each of the two braking bars disposed at the inner sides of the rails and the other said driving yoke being operatively connected with each of the two braking bars disposed at the outer side of the rails, whereby movement of said driving yokes in directions parallel to the rails will cause corresponding movements of the associated braking bars, the inside braking bars being movable toward the rails in response to movement parallel with the rails in a direction opposite to the outside bars, and two levers connected with said two driving yokes respectively for simultaneously moving them in opposite directions.

10. Railway braking apparatus comprising two vertically spaced parallel trunnion supports disposed on each side of the two rails of a railway track, the two pairs of supports disposed on the opposite sides of each rail being connected together at intervals by means of fixed yokes each of which extends transversely beneath the, associated rail and has one end disposed between and secured to the two supports on one side of the rail and the other end disposed between and secured to the two supports on the other side of the rail, a braking bar slidably supported on said yokes on each side of each rail for movement toward and away from and in directions parallel to the associated rail, trunnions mounted in said trunnion supports and operatively connected with the contiguous braking bar by means of resilient links in such manner that movement of the braking bars in directions parallel to the rails will cause movement of the bars toward and away from the rails, two driving yokes slidably sup ported by the two lower trunnion sup-ports disposed between the rails for movements in directions parallel to the rails, the one said driving yoke being operatively connected with each of the two braking bars disposed at the inner sides of the rails and the other said driving yoke being operatively connected with each of the two braking bars disposed at the outer side of the rails, whereby movement of said driving yokes in directions parallel to the rails will cause corresponding movements of the associated braking bars, the inside braking bars being movable toward the rails in response to movement parallel with the rails in a direction opposite to the outside bars, and two levers pivotally attached intermediate their ends to certain ones of said fixed yokes and being pivotally connected at their inner ends with said two driving yokes respectively and being .operatively connected at their outer ends with toggle mechanism for simultaneously rotating them in opposite directions.

11. Railway braking apparatus comprising a supporting arm and a fulcrum arm each pivotally supported at one end in the trackway, a fluid pressure motor the cylinder of which is floatingly supported by said two arms at their free ends, a toggle crank pivotally attached to said fulcrum arm and operatively connected with the piston of said motor, two driving levers piv otally supported intermediate their ends in the trackway and operatively connected at their inner ends with braking bars for moving them to braking and non-braking positions, and two adjustable links connecting the outer ends of said toggle crank with said toggle lever.

12. Railway braking apparatus comprising braking bars movable toward and away from the track rails of a railway track into braking and non-braking positions, two driving levers pivotally supported intermediate their ends in the trackway and operatively connected at their inner ends with means responsive to simultaneous rotation of said levers in opposite directions for moving said braking bars toward and away from the rails, a supporting arm and a fulcrum arm each pivotally supported at one end in the trackway, a fluid pressure motor the cylinder of which is floatingly supported by said two arms, and a toggle lever pivoted on said fulcrum arm and operatively connected with the piston of said motor and with the outer ends of said two driving levers.

13. Railway braking apparatus comprising braking bars movable toward and away and away from the track rails of a railway track into braking and non-braking positions, two driving levers pivotally supported intermediate their ends in the trackway and operatively connected at their inner ends with means responsive to simultaneous rotation of said levers in opposite directions for moving said braking bars toward and away from the rails, a supporting arm and a fulcrum arm each pivotally supported at one end in the trackway, a fluid pressure motor the cylinder of which is fioatingly supported by said two arms, a toggle lever pivoted on said fulcrum arm and operatively connected with the piston of said motor and with the outer ends of said two driving levers, and an equalizing unit connected with said supporting arm for limiting its movement.

14. Railway braking apparatus comprising braking bars movable toward and away from the track rails of a railway track into braking and non-braking positions, two driving levers pivotally supported intermediate their ends in the trackway and operatively connected at their inner ends with means responsive to simultaneous rotation of said levers in opposite directions for moving said braking bars toward and away from the rails, a supporting arm and a fulcrum arm each pivotally supported at one end in the trackway, a fluid pressure motor the cylinder of which is bolted at its rear end to said supporting arm and is supported at its forward end by two rods which pass through lugs formed integrally with the front cylinder head and serve as a part of the means for securing said cylinder to said supporting arm, said rods being secured at their free ends to said fulcrum arm, and a toggle lever pivoted on said fulcrum arm and operatively connected with the piston of said motor and with the outer ends of said two driving levers.

HERBERT L. BONE. 

